Vertical take-off and landing (VTOL) winged air vehicle with complementary angled rotors

This application is a continuation of U.S. Nonprovisional patent application Ser. No. 18/387,383, filed Nov. 6, 2023, which is a continuation of U.S. Nonprovisional patent application Ser. No. 17/573,353, filed Jan. 11, 2022, which issued as U.S. Pat. No. 11,851,173 on Dec. 26, 2023, which is a continuation of U.S. Nonprovisional patent application Ser. No. 16/453,308, filed Jun. 26, 2019, which issued as U.S. Pat. No. 11,247,772 on Feb. 15, 2022, which is a continuation of U.S. Nonprovisional patent application Ser. No. 15/612,671, filed Jun. 2, 2017, which issued as U.S. Pat. No. 10,370,095 on Aug. 6, 2019, which claims priority to and the benefit of U.S. Provisional Patent Application No. 62/345,618, filed Jun. 3, 2016, the contents of all of which are hereby incorporated by reference herein for all purposes.

Embodiments relate generally to unmanned aerial vehicles (UAV), and more particularly to vertical take-off and landing (VTOL) UAV.

Vertical take-off and landing (VTOL) aerial vehicles may take-off vertically, transition from vertical flight to horizontal flight, and fly forward horizontally. Quadrotor aerial vehicles have four motors and four propellers that are all aligned vertically toward a longitudinal axis of the quadrotor. The size of the propellers in a quadrotor is significant relative to the overall size of the quadrotor in order to provide appropriate control over the quadrotor and to reduce the power required to fly the quadrotor.

Exemplary aircraft embodiments may include: a fuselage; a wing extending from both sides of the fuselage, the wing having a first side and a second side; a first pair of motors disposed at a first end of the wing distal from the fuselage, where one motor of the first pair of motors is on the first side of the wing, and the other motor of the first pair of motors is on the second side of the wing; a second pair of motors disposed at a second end of the wing distal from the fuselage, where the second end of the wing is opposite the first end of the wing, one motor of the second pair of motors is on the first side of the wing, and the other motor of the second pair of motors is on the second side of the wing; where each motor may be angled to provide a component of thrust by a propeller attached thereto that for a desired aircraft movement may apply a resulting torque additive to a resulting torque created by rotating the propellers. Each motor may be angled between 5 and 35 degrees from a longitudinal axis of the aircraft. In other embodiments, each motor may be angled about 10 degrees from a longitudinal axis of the aircraft. Each motor may be angled within a first plane generally perpendicular to a planform of the wing. In other embodiments, each motor may be angled within a first plane generally perpendicular to a plane defined by the planform of the wing.

Exemplary method embodiments may include: providing substantially equal thrust to a top port motor, a bottom port motor, a top starboard motor, and a bottom starboard motor of a vertical takeoff and landing (VTOL) aircraft to achieve a vertical take-off, where the top and bottom port motors may be disposed at a first end of a wing, the top and bottom starboard motors may be disposed at a second end of the wing distal from the first end of the wing, the top and bottom starboard motors may be angled away from each other within a first plane generally perpendicular to a plane of the wing; and the top and bottom port motors may be angled away from each other within a second plane generally perpendicular to the plane of the wing; increasing thrust to the top motors, and decreasing thrust to the bottom motors to produce a net moment about a center of mass of the VTOL aircraft and cause the aircraft to pitch forward; and increasing thrust to the top motors, and increasing thrust to the bottom motors to achieve horizontal flight, where the wing of the VTOL aircraft provides primary lift in horizontal flight.

Additional method embodiments may include: increasing thrust to the top two motors, and decreasing thrust to the bottom two motors in horizontal flight to pitch the VTOL aircraft down. Additional method embodiments may include: decreasing thrust to the top two motors, and increasing thrust to the bottom two motors in horizontal flight to pitch the VTOL aircraft up.

Additional method embodiments may include: increasing thrust to the top port and bottom starboard motors, and decreasing thrust to the top starboard and bottom port motors in horizontal flight to roll the VTOL aircraft clockwise relative to a rear view of the VTOL aircraft. Additional method embodiments may include: decreasing thrust to top port and bottom starboard motors, and increasing thrust to top starboard and bottom port motors in horizontal flight to roll the VTOL aircraft counter-clockwise relative to a rear view of the VTOL aircraft.

Additional method embodiments may include: increasing thrust to both the port motors and decreasing thrust to both the starboard motors in horizontal flight to yaw the VTOL aircraft starboard. Additional method embodiments may include: decreasing thrust to both the port motors and increasing thrust to both the starboard motors in horizontal flight to yaw the VTOL aircraft port.

Exemplary vertical take-off and landing (VTOL) aerial vehicle embodiments may include: a wing, the wing having a first side and a second side; a first motor assembly disposed at a first end of the wing, the first motor assembly including: a first motor disposed on the first side of the wing, where the first motor may be angled from vertical away from the first side of the wing; a first winglet, where the first motor may be spaced apart from the first end of the wing by the first winglet; a second motor disposed on the second side of the wing, where the second motor may be angled from vertical away from the second side of the wing; a second winglet, where the second motor may be spaced apart from the first end of the wing by the second winglet; where each motor may be angled to provide a component of thrust by a propeller attached thereto that for a desired aircraft movement applies a resulting torque additive to the resulting torque created by rotating the propellers.

In additional aerial vehicle embodiments, the first motor assembly may further include: a first motor pod disposed on the first side of the wing, where the first motor pod includes a first motor pod structure for supporting the first motor and a first propeller; and a second motor pod disposed on the second side of the wing, where the second motor pod may include a second motor pod structure for supporting the second motor and a second propeller. The aerial vehicle may also include: a second motor assembly disposed at a second end of the wing, where the second motor assembly is distal from the first motor assembly, the second motor assembly including: a third motor disposed on the first side of the wing, where the third motor may be angled from vertical away from the first side of the wing; a third winglet, where the third motor may be spaced apart from the second end of the wing by the third winglet; a fourth motor disposed on the second side of the wing, where the fourth motor may be angled from vertical away from the second side of the wing; a fourth winglet, wherein the fourth motor may be spaced apart from the second end of the wing by the fourth winglet.

In additional aerial vehicle embodiments, the first and second winglets may be substantially perpendicular to a plane of the wing. The first and second winglets may each be disposed at an obtuse angle to a plane of the wing. The angle of the motors may be determined by a desired lateral force component needed to provide at least one of: a sufficient yaw in vertical flight and a sufficient roll in horizontal flight. A variation in thrust between the first motor and the second motor may create a resulting moment applied to the aircraft to move the aircraft in a controlled manner. The angle of each motor may be between 5 and 35 degrees from vertical.

The present system allows for a vertical take-off and landing (VTOL) aerial vehicle having four motors angled from vertical. Two sets of motors are on each end of a wing of the aerial vehicle, and the motors are separated from the ends of the wing by respective winglets. Two motors are on a top side, and two motors are on a bottom side of the aerial vehicle. The angling of the motors relative to a plane of the wing provides a lateral component of thrust for each motor. This thrust may apply a resulting torque additive to resulting torque created by rotating the rotors. Varying the thrust of each of the motors imparts a moment to urge the aerial vehicle to rotate about a center of mass of the aerial vehicle without changing the angles of the motors or their respective propeller blade pitches. The location the angled motors at the tips of the wing provides an extended distance from a centerline or center of mass of the aerial vehicle, which creates a longer moment arm such that smaller amounts of lateral thrust are needed to achieve a desired movement of the aerial vehicle. Utilizing a fixed pitch propeller reduces the need for a more expensive hub for a variable pitch propeller, increases the durability of the aerial vehicle, and reduces the weight of the aerial vehicle, while still providing the needed maneuverability of the aerial vehicle. The aerial vehicle may be autonomous and/or controlled by a remote user via a ground control system.

depicts a perspective view of an exemplary vertical take-off and landing (VTOL) aerial vehicle. The aerial vehiclemay be capable of vertical take-off and landing, hovering, vertical flight, maneuvering in a vertical orientation, transitioning between vertical and horizontal flight, and maneuvering in a horizontal orientation during forward flight. The aerial vehiclemay be controlled by an on-board control system that adjusts thrust to each of the motors,,,and control surfaces,. The on-board control system may include a processor having addressable memory and may apply differential thrust of the motors,,,to apply both forces and torque to the aerial vehicle.

The aerial vehicleincludes a fuselageand a wingextending from both sides of the fuselage. The wingmay include control surfaces,positioned on either side of the fuselage. In some embodiments, the wingmay not include any control surfaces to reduce weight and complexity. A top side or first sideof the wingmay be oriented upwards relative to the ground during horizontal flight. A bottom side or second sideof the wingmay be oriented downwards relative to the ground during horizontal flight. The wingis positioned in and/or about a wing plane. The wing planemay be parallel to an x-y plane defined by the x-y-z coordinate system as shown in, where the x-direction is towards a longitudinal axis of aerial vehicleand the y-direction is towards a direction out along the wing. The wingmay generally lie and/or align to the wing plane. In some embodiments, the wingmay define or otherwise have a planform of the wing that defines a plane that the wing is positioned at least symmetrically about.

One or more sensorsmay be disposed in the fuselageof the aerial vehicleon the second sideto capture data during horizontal forward flight. The sensormay be a camera, and any images captured during flight of the aerial vehiclemay be stored and/or transmitted to an external device. The sensormay be fixed or pivotable relative to the fuselageof the aerial vehicle. In some embodiments, the sensorsmay be swapped based on the needs of a mission, such as replacing a LIDAR with an infrared camera for nighttime flights.

The aerial vehicleis depicted in a vertical orientation, as it would be positioned on the ground prior to take-off or after landing. Landing gearmay maintain the aerial vehiclein this vertical orientation. In some embodiments, the landing gearmay act as a vertical stabilizer during horizontal forward flight of the aerial vehicle.

A first motor assemblyis disposed at a first end or tip of the wingdistal from the fuselage. The first motor assemblyincludes a pair of motor pods,including pod structures,and motors,; winglets,; and propellers,. A top port motor podmay include a top port pod structuresupporting a top port motor. A rotor or propellermay be driven by the top port motorto provide thrust for the aerial vehicle. The top port motor podmay be disposed on the first sideof the wingand may be separated from the first end of the wingby a spacer or winglet. The motorapplies a moment or torque on the propellerto rotate it and in so doing applies an opposing moment or torqueon the aerial vehicle. The opposing momentacts to rotate or urge the aerial vehicleto rotate about its center of mass. The momentmay change in conjunction with the speed of the propellerand as the propelleris accelerated or decelerated. The propellermay be a fixed or variable pitch propeller.

The motor pod, the motor, and the propellermay all be aligned to be angled up in the direction of the first sideof the wing, up from the x-y plane in the negative z-direction, from the vertical while being within a plane of the winglet, such that any force, and force components thereof, generated by the propellershall align, and/or be within, the plane of the winglet, such that lateral forces to the plane of the wingletare minimized or not generated. The alignment of the motorand the propellermay be a co-axial alignment of their respective axes of rotation.

The angle that the motorand rotoraxes are from the vertical, x-direction, may vary from 5 to 35 degrees. In one exemplary embodiment, the angle may be about 10 degrees from vertical. The angle of the motorand rotoraxes may be determined by the desired lateral force component needed to provide sufficient yaw in vertical flight and/or sufficient roll in horizontal flight, such as that necessary to overcome wind effects on the wing. This angle may be minimized to maximize the vertical thrust component for vertical flight and the forward thrust component for horizontal flight.

The angling of the axis of rotation of the motorand propellerfrom the vertical, but aligned with the plane of the wingletand/or with a plane perpendicular to the wing plane, provides for a component of the thrust generated by the operation of the propellerto be vertical, in the x-direction, and another component of the thrust to be perpendicular to the wing, in the negative z-direction. This perpendicular component of the thrust may act upon a moment arm along the wingto the center of massof the aerial vehicleto impart a moment to cause, or at least urge, the aerial vehicleto rotate about its vertical axis when the aerial vehicleis in vertical flight, and to roll about the horizontal axis when the aircraft is in forward horizontal flight. In some embodiments, this component of thrust perpendicular to the wing, or the negative z-direction, may also be applied in a position at the propellerthat is displaced a distance from the center of massof the aircraft, such as to apply a moment to the aerial vehicleto cause, or at least urge, the aerial vehicleto pitch about its center of mass. This pitching may cause, or at least facilitate, the transition of aerial vehiclefrom vertical flight to horizontal flight, and from horizontal flight to vertical flight.

A bottom port motor podmay include a bottom port pod structuresupporting a bottom port motor. The bottom port motoris disposed on the second sideof the wingopposing the top port motor. A rotor or propellermay be driven by the bottom port motorto provide thrust for the aerial vehicle. The bottom port motor podmay be disposed on the second sideof the wingand may be separated from the first end of the wingby a spacer or winglet.

The motorapplies a moment or torque on the propellerto rotate it and in so doing applies an opposing moment or torqueon the aerial vehicle. The opposing momentacts to rotate or urge the aerial vehicleto rotate about its center of mass. The momentmay change in conjunction with the speed of the propellerand as the propelleris accelerated or decelerated. The propellermay be a fixed or variable pitch propeller.

The motor pod, the motor, and the propellermay all be aligned to be angled down in the direction of the second sideof the wing, down from the x-y plane in the z-direction, from the vertical while being within a plane of the winglet, such that any force, and force components thereof, generated by the propellershall align, and/or be within, the plane of the winglet, such that lateral forces to the plane of the wingletare minimized or not generated. The alignment of the motorand the propellermay be a co-axial alignment of their respective axes of rotation.

The angle that the motorand propelleraxes are from the vertical, x-direction, may vary from 5 to 35 degrees. In one exemplary embodiment, the angle may be about 10 degrees from vertical. The angle of the motorand propelleraxes may be determined by the desired lateral force component needed to provide sufficient yaw in vertical flight and/or sufficient roll in horizontal flight, such as that necessary to overcome wind effects on the wing. This angle may be minimized to maximize the vertical thrust component for vertical flight and the forward thrust component for horizontal flight.

The angling of the axis of rotation of the motorand propellerfrom the vertical, but aligned with the plane of the wingletand/or with the plane perpendicular to the wing plane, provides for a component of the thrust generated by the operation of the propellerto be vertical, in the x-direction, and another component of the thrust to be perpendicular to the wing, in the z-direction. This perpendicular component of the thrust may act upon a moment arm along the wingto the center of massof the aerial vehicleto impart a moment to cause, or at least urge, the aerial vehicleto rotate about its vertical axis when the aerial vehicleis in vertical flight, and to roll about the horizontal axis when the aircraft is in forward horizontal flight. In some embodiments, this component of thrust perpendicular to the wing, or the z-direction, may also be applied in a position at the propellerthat is displaced a distance from the center of massof the aircraft, such as to apply a moment to the aerial vehicleto cause, or at least urge, the aerial vehicleto pitch about its center of mass. This pitching may cause, or at least facilitate, the transition of aerial vehiclefrom vertical flight to horizontal flight, and from horizontal flight to vertical flight.

In some embodiments, the winglets,may be at least substantially symmetric about a first winglet plane perpendicular to the wing plane. The first winglet plane may be substantially parallel to the x-z plane of the coordinate system shown in. Vertical in the winglet plane may be defined by the intersection of the wing planeand the plane of the winglets,, which can be the x-direction shown.

A second motor assemblyis disposed at a second end or tip of the wingdistal from the fuselageand distal from the first motor assembly. The second motor assemblyincludes a pair of motor pods,including pod structures,and motors,; winglets,; and propellers,. A top starboard motor podmay include a top starboard pod structuresupporting a top starboard motor. A rotor or propellermay be driven by the top starboard motorto provide thrust for the aerial vehicle. The top starboard motor podmay be disposed on the first sideof the wingand may be separated from the second end of the wingby a spacer or winglet. The motorapplies a moment or torque on the propellerto rotate it and in so doing applies an opposing moment or torqueon the aerial vehicle. The opposing momentacts to rotate or urge the aerial vehicleto rotate about its center of mass. The momentmay change in conjunction with the speed of the propellerand as the propelleris accelerated or decelerated. The propellermay be a fixed or variable pitch propeller.

The motor pod, the motor, and the propellermay all be aligned to be angled up in the direction of the first sideof the wing, up from the x-y plane in the negative z-direction, from the vertical while being within a plane of the winglet, such that any force, and force components thereof, generated by the propellershall align, and/or be within, the plane of the winglet, such that lateral forces to the plane of the wingletare minimized or not generated. The alignment of the motorand the propellermay be a co-axial alignment of their respective axes of rotation.

The angle that the motorand propelleraxes are from the vertical, x-direction, may vary from 5 to 35 degrees. In one exemplary embodiment, the angle may be about 10 degrees from vertical. The angle of the motorand propelleraxes may be determined by the desired lateral force component needed to provide sufficient yaw in vertical flight and/or sufficient roll in horizontal flight, such as that necessary to overcome wind effects on the wing. This angle may be minimized to maximize the vertical thrust component for vertical flight and the forward thrust component for horizontal flight.

The angling of the axis of rotation of the motorand propellerfrom the vertical, but aligned with the plane of the wingletand/or with the plane perpendicular to the wing plane, provides for a component of the thrust generated by the operation of the propellerto be vertical, in the x-direction, and another component of the thrust to be perpendicular to the wing, in the negative z-direction. This perpendicular component of the thrust may act upon a moment arm along the wingto the center of massof the aerial vehicleto impart a moment to cause, or at least urge, the aerial vehicleto rotate about its vertical axis when the aerial vehicleis in vertical flight, and to roll about the horizontal axis when the aircraft is in forward horizontal flight. In some embodiments, this component of thrust perpendicular to the wing, or the negative z-direction, may also be applied in a position at the propellerthat is displaced a distance from the center of massof the aircraft, such as to apply a moment to the aerial vehicleto cause, or at least urge, the aerial vehicleto pitch about its center of mass. This pitching may cause, or at least facilitate, the transition of aerial vehiclefrom vertical flight to horizontal flight, and from horizontal flight to vertical flight.

A bottom starboard motor podmay include a bottom starboard pod structuresupporting a bottom starboard motor. The bottom starboard motoris disposed on the second sideof the wingopposing the top starboard motor. A rotor or propellermay be driven by the bottom starboard motorto provide thrust for the aerial vehicle. The bottom starboard motor podmay be disposed on the second sideof the wingand may be separated from the second end of the wingby a spacer or winglet.

The motor pod, the motor, and the propellermay all be aligned to be angled down in the direction of the second sideof the wing, down from the x-y plane in the z-direction, from the vertical while being within a plane of the winglet, such that any force, and force components thereof, generated by the propellershall align, and/or be within, the plane of the winglet, such that lateral forces to the plane of the wingletare minimized or not generated. The alignment of the motorand the propellermay be a co-axial alignment of their respective axes of rotation.

The angle that the motorand propelleraxes are from the vertical, x-direction, may vary from 5 to 35 degrees. In one exemplary embodiment, the angle may be about 10 degrees from vertical. The angle of the motorand propelleraxes may be determined by the desired lateral force component needed to provide sufficient yaw in vertical flight and/or sufficient roll in horizontal flight, such as that necessary to overcome wind effects on the wing. This angle may be minimized to maximize the vertical thrust component for vertical flight and the forward thrust component for horizontal flight.

The angling of the axis of rotation of the motorand propellerfrom the vertical, but aligned with the plane of the wingletand/or with the plane perpendicular to the wing plane, provides for a component of the thrust generated by the operation of the propellerto be vertical, in the x-direction, and another component of the thrust to be perpendicular to the wing, in the z-direction. This perpendicular component of the thrust may act upon a moment arm along the wingto the center of massof the aerial vehicleto impart a moment to cause, or at least urge, the aerial vehicleto rotate about its vertical axis when the aerial vehicleis in vertical flight, and to roll about the horizontal axis when the aircraft is in forward horizontal flight. In some embodiments, this component of thrust perpendicular to the wing, or the z-direction, may also be applied in a position at the propellerthat is displaced a distance from the center of massof the aircraft, such as to apply a moment to the aerial vehicleto cause, or at least urge, the aerial vehicleto pitch about its center of mass. This pitching may cause, or at least facilitate, the transition of aerial vehiclefrom vertical flight to horizontal flight, and from horizontal flight to vertical flight.

In some embodiments, the winglets,may be at least substantially symmetric about a second winglet plane perpendicular to the wing plane. The first winglet plane may be parallel to the second winglet plane. The second winglet plane may be substantially parallel to the x-z plane of the coordinate system shown in. Vertical in the winglet plane may be defined by the intersection of the wing planeand the plane of the winglets,, which can be the x-direction shown.

The motors,,,operate such that variations in the thrust, or rotation for fixed pitched rotors, and resulting torque or moment of pairs of the motors can create a resulting moment applied to the aerial vehicleto move it in a controlled manner. Because of the angling off of the aircraft longitudinal centerline, vertical in hover and horizontal in forward horizontal flight, of each of the motors,,,, in addition to the moment imparted by the differential of the operation of the motors,,,a complementary force component is generated and applied to the aerial vehicleto move it in the same manner.

Increasing thrust to the top two motors,, and decreasing thrust to the bottom two motors,in horizontal flight will cause the aerial vehicleto pitch down. Decreasing thrust to the top two motors,, and increasing thrust to bottom two motors,in horizontal flight will cause the aerial vehicleto pitch up. A differential between the thrust of the top two motors,and the bottom two motors,may be used to control the pitch of the aerial vehicleduring horizontal flight. In some embodiments, control surfaces,on the wingmay also be used to supplement pitch control of the aerial vehicle. The separation of the top and bottom motors by their respective winglets is needed to create the pitch moment of the aerial vehicle.

Increasing thrust to the top port motorand bottom starboard motor, and decreasing thrust to the top starboard motorand bottom port motorin horizontal flight will cause the aerial vehicleto roll clockwise relative to a rear view of the aerial vehicle. Decreasing thrust to top port motorand bottom starboard motor, and increasing thrust to the top starboard motorand bottom port motorin horizontal flight will cause the aerial vehicleto roll counter-clockwise relative to a rear view of the aerial vehicle. A differential between the thrust of the top port and bottom starboard motors and the top starboard and bottom port motors may be used to control roll of the aerial vehicleduring horizontal flight. In some embodiments, control surfaces,on the wingmay also be used to supplement roll control of the aerial vehicle.

Increasing thrust to both port motors,and decreasing thrust to both starboard motors,in horizontal flight will cause the aerial vehicleto yaw towards starboard. Decreasing thrust to both port motors,and increasing thrust to both starboard motors,in horizontal flight will cause the aerial vehicleto yaw towards port. A differential between the thrust of the top and bottom starboard motors,and the top and bottom port motors,may be used to control yaw of the aerial vehicleduring horizontal flight.

In some embodiments, the motors,,,may be detachable from their respective pod structures,,,to allow for quick replacement of a damaged or defective motor. In other embodiments, the motor assemblies,may be detachable from the tips of the wingto allow for quick replacement of a damaged or defective motor, housing, or winglet, such as damage due to landing or during flight. The motors,,,, pod structures,,,, and/or motor assemblies,may be replaced with other components based on a desired flight mission, such as a greater thrust for increased wind conditions or greater efficiency for longer missions. In some embodiments, the propellers,,,may be disposed forward of a center of gravityof the aerial vehicle.

depicts an exemplary VTOL aerial vehicletransitioning from vertical flight to horizontal flight by varying the thrust produced by its motors. The aerial vehicleis in a first positionon the ground ready for vertical take-off. A top motorconnected to a top propelleris angled outward from vertical and away from a wing. A bottom motorconnected to a bottom propelleris angled outward from vertical and away from the wing. The top motorand bottom motorare positioned at an end of the wingof the aerial vehicleand may be separated from the wingby a winglet or spacer. Additional top and bottom motors and corresponding propellers may be present behind the top motorand bottom motorand positioned on the opposing end of the wing, such as shown in.

An on-board controller having a processor and addressable memory may send a signal to the motors to produce thrust needed for vertical take-off and subsequent adjustments to thrust during flight. Flight control may be anonymous, pre-programmed, and/or controlled by an external user at a ground control system. Top motorscreate top thrust, and bottom motors create bottom thrust. During vertical take-off, the top thrustand bottom thrustmay be substantially equal. The top thrustand the bottom thrustare depicted as angled based on the angles of the respective motors,and propellers,to have both a vertical and a lateral component.

The aerial vehicleis in a second positiontransitioning from vertical flight to horizontal flight. The aerial vehiclepitches forward by increasing a top thrustproduced by the top motorand decreasing a bottom thrustproduced by the bottom motor. This thrust differential produces a net momentabout a center of massof the aerial vehicle, which causes the aerial vehicleto pitch forward. The component of the top thrustin the lateral directionis greater than the opposing lateral thrustfrom the bottom thrust, and the lateral thrustadds to the liftcreated by the wing.

The aerial vehicleis in a third positionin forward horizontal flight. The wing liftis carrying the weight of the aerial vehicle. As the top thrustand bottom thrustare adjusted, the aerial vehiclemay be pitched up or down. Adjusting thrust to the motors on the opposing end of the wingof the aerial vehiclemay allow the aerial vehicleto be yawed left or right by differential thrust between the right and left sides.

depicts a perspective view of a schematic of an exemplary VTOL aerial vehiclepositioned vertically for vertical flight.depicts a side view of a schematic of the exemplary VTOL aerial vehicleof. The aerial vehicleincludes a center of masson a centerline. The wing,and winglets,,,of the aerial vehicleare represented by solid lines.

A bottom starboard motor podis depicted in dashed lines at the end of winglet. The motor podhas an axis of rotation positioned at an anglefrom vertical in a plane X-Z1 extending along and up and down winglets,and perpendicular to the wing,. The anglemay be in a range from about 5 to 35 degrees. In some embodiments, the anglemay be at or about 10 degrees. The motor podmay include a propeller, which applies a counter-clockwise, as viewed from the front of the aerial vehicleas in, torque or momentto the aerial vehicle. The thrustproduced by the propellerhas a lateral component, which likewise imparts a torque or moment about the aerial vehicle.

A top starboard motor podis depicted in dashed lines at the end of winglet. The motor podhas an axis of rotation positioned at an anglefrom the vertical in the plane X-Z1 extending along and up and down winglets,, and perpendicular to the wing,. The anglemay be in a range from about 5 to 35 degrees. In some embodiments, the anglemay be at or about 10 degrees. The angleof the top starboard motor podmay be the same as the angleof the bottom starboard motor pod. The motor podmay include a propeller, which applies a clockwise, as viewed from the front of the aerial vehicle, torque or momentto the aerial vehicle. The thrustproduced by the propellerhas a lateral component, which likewise imparts a torque or moment about the aerial vehicle. The moment created by lateral thrustwill be in the opposite direction of the moment created by the lateral thrust. The lateral thrustmay be greater than lateral thrustdepending on respective thrusts,.

A top port motor podis depicted in dashed lines at the end of winglet. The motor podhas an axis of rotation positioned at an anglefrom the vertical in a plane X-Z2 extending along and up and down winglets,, and perpendicular to the wing,. The anglemay be in a range from about 5 to 35 degrees. In some embodiments, the anglemay be at or about 10 degrees. The angleof the top port motor podmay be the same as the angleof the top starboard motor pod and/or an inverse of the angleof the bottom starboard motor pod. The motor podmay include a propeller, which applies a counter-clockwise, as viewed from the front of the aerial vehicle, torque or momentabout the aerial vehicle. The thrustproduced by the propellerhas a lateral component, which likewise imparts a torque or moment about the aerial vehicle.

A bottom port motor podis depicted in dashed lines at the end of winglet. The motor podhas an axis of rotation positioned at an anglefrom the vertical in the plane X-Z2 extending along and up and down winglets,, and perpendicular to the wing,. The anglemay be in a range from about 5 to 35 degrees. In some embodiments, the anglemay be at or about 10 degrees. The angleof the bottom port motor podmay be the same as the angleof the bottom starboard motor pod, as an inverse of the angleof the top port motor pod, and/or as an inverse of the angleof the top starboard motor pod. The motor podmay include a propeller, which applies a clockwise, as viewed from the front of the aerial vehicle, torque or momentabout the aircraft. The thrustproduced by the propellerhas a lateral component, which likewise imparts a torque or moment about the aerial vehicle. The moment created by lateral thrustwill be in the opposite direction of the moment created by the lateral thrust. The lateral thrustmay be greater than lateral thrustdepending on their respective thrusts,.

As shown in, the lateral thrust componentand lateral thrust componentare directed in the plane X-Z2 in opposing directions, such that when their respective propellersandare producing the same thrust,, e.g. in hover or steady-state forward flight, that lateral thrust components,cancel each other out and don't provide a net moment or torque, about the y-axis, on to the aerial vehicle. However, if either one of the thrust components,are larger, then the other then the lateral thrust components,shall also be different, resulting in a net force applied to moment armabout the center of massto create a moment or torque, which may cause the aerial vehicleto pitch in the corresponding direction. As configured, this pitching moment is complementary to the pitching forces created by the differential thrust components in the x-direction created by the propellers,. Likewise, such is the case with the lateral thrust components,of the starboard motor pods and propellers as shown in.